Winner of this year’s Norwegian Boat of the Year, and Winner of Best for Family category in the Best of Boats 2025 awards,  you probably have never heard of the Viknes V10. Considering the number of Scandinavian brands arriving on our shores every year, another wheelhouse boat is hardly headline news. However though it looks it, the V10 is not a planing boat – it has a semi-displacement hull, albeit a fast one.

Not needing to cut through seas at 40 knots, the Viknes has a good degree of beam. Apart from stability, the extra girth helps a boat that has been designed with such a degree of innovative accommodation. What impresses is the rail system for the cockpit side covers. Cockpit covers are often a bugbear, but not so in this case. The full length roof provides perfect weather protection, and the rail system enables you to quickly benefit from this. Around the rim of the roof sits a rail connecting three canvas/window sections: aft, port and starboard. These slide round to the rear roof overhang, where they can be neatly rolled into recessed channels, and then secured in place by swivelling catches. When you need to deploy them, they are easily secured by internal stainless catches on the bulkhead (no bungee cord-like fittings or eyelets that perish over time).

Access is easy, either over the bathing platform or through the starboard side gate, which is conveniently next to the secondary cockpit helm position. Going single crewed could not be easier. Though this helm has been also designed from a social perspective, berthing the boat from this location as we found, is a breeze. Surprisingly it is standard fitment, though the bow and stern thrusters are optional, and being a single screw boat you will need them.

The glass pane in front of this helm station powers down, providing a clear view forward, and with the triple section door creates good continuity between the saloon and cockpit. An L-shaped settee wraps around the port quarter, served by a pedestal teak table. This can drop down to provide an infill base should you want a cockpit double bed. All storage under the settee is via reverse hatches meaning the seat cushions stay attached, making for quick access.

The asymmetrical wheelhouse design enables easy foredeck access on the starboard side. The enclosed side deck is either directly accessed from the cockpit or the forward helm side door. Stepping up past the helm position, takes you to an area enclosed by tall guard rails and an open pulpit. This sits over an anchor/windlass locker, also housing a fold-out bow ladder. What is quite unique about the foredeck area, are the two chairs that lie hidden beneath a hinged cover. With the cover folded back you have two fixed seats providing that perfect over-bow view.

This is an area where the Viknes certainly excels. Lifting the gas-strut assisted starboard hatch in the cockpit provides good access. This can be further expanded by the port side engine hatch, which supporting the pedestal is powered up with the table connected. What you get is a huge separated storage section aft of the big straight-six Yanmar, which with conventional shaft drive enables the engine to be positioned under the forward end of the cockpit sole. You can opt for the 370hp Yanmar 8LV 370, but considering the below deck space available, the only benefit would be cost. There is further dedicated storage in a large under-deck locker beneath the galley floor.

This may be a 35ft boat, but it has no less than three good sized cabins. The aft cabin sits under the raised port side dinette, and is accessed by lifting the hinged seat base of the rear section of the dinette. Three steps lead down, and though it has no porthole you can have an optional window into the saloon under the dinette. It houses a single bed, has a reasonable amount of storage, and though far from cramped is ideal for kit storage. The guest cabin sits at the bottom of the companionway on the starboard side. It has full standing headroom in the doorway made possible by the elevated helm above. There is a 2m long double bed, storage, a hanging locker, but alas no porthole. Opposite lies a generous window-equipped heads compartment. It has full standing headroom, is very nicely appointed, and the shower can be separated with a curtain.

The forward master is certainly well equipped. It has hanging lockers and storage on either beam, under-bed drawers, plenty of lighting, full standing headroom, a large double bed, and long windows at head height. It has a spacious feeling, but you can’t help but wonder what it would be like if you could have water level views when lying in bed.

The wheelhouse is where you are going to spend the bulk of your time, and Viknes have thought this one through. The galley is nicely finished, equipped with a flush double gas hob, double sink, an oven beneath the helm seat, a large fridge, and plenty of storage. Opposite the raised dinette provides elevated views, with seating for four. You can either have it with fixed crockery/glassware storage beneath (as featured), or with a pedestal enabling it to be converted into an extra double berth. Courtesy of a swivelling backrest, the forward section of the dinette converts into a double navigator’s seat facing chart storage. Movement through the wheelhouse underway benefits from a longitudinal grab rail in the ceiling, positioned conveniently by the galley.

The helm design is perfectly elevated. All round visibility is excellent, and you feel no need to stand unless you want to stick your head out of the sunroof (which provides a good view over the bow). It is built for the skipper to settle down and soak up sea miles, ensconced in the armchair-like seat. The setup has good ergonomics, and with a full suite of electronics from Raymarine (notably the 16 inch Axiom Pro 2 MFD), so you can see what you need to know in a glance.

Performance is very reasonable, reaching 20 knots in 15 seconds. For a semi-displacement boat the natural fore and aft trim is as good as it gets. There is no need to use the manual Bennett trim tabs to get her up and going, they simply have no positive effect on the boat’s running. The forward position of the engine no doubt helps the attitude. Subsequently you have to watch the bow carefully to notice it climb an inconsequential hump (which it achieves at around 15 knots). In a beam sea, and/or with a loaded boat, trim tabs will be a bonus, but in the neutral conditions of the day they were surplus to needs. Stability is good at all speeds, and having a degree of keel keeps it on track at low speeds. Had we had testing weather, I have little doubt that the boat’s composure would have served her well.

Pushing up to the V10’s maximum speed of 28 knots is not a problem, but if you want a more relaxed pace, then this boat will be quite capable with the 370hp V8 Yanmar. In terms of cruising, with the 440hp Yanmar you really have two ideal speeds: Displacement cruising at around 8 knots will give you a range of around 420 miles with a 20% reserve, and fast cruising at 22 knots will halve this distance. Whilst a cruising speed of 6 knots will get you closer to an impressive 700 mile total range. Unless the sea state dictates, any speed in between has small efficiency benefits. Fitted with proportional bow and stern thrusters, berthing this boat is not the headache you would expect from a single shaft driven boat, and I tend to feel that these rather crucial extras should be standard.

Constructed with resin-infusion, this is a typically tough Norwegian vessel from a company that has been in the business for nearly four decades. Not surprisingly its Scandinavian designers, appreciate the need for practicality and safety in a boat likely to be used in a demanding environment. At the same time the V10 packs in plenty of innovative features that make it a credible cruiser (capable of stretching the sea miles, while providing a good degree of comfort). There is a decent level of performance for a single engine seven-tonne craft (though those that buy it, will likely not feel the need to use its full potential). New to the UK through Poole based Fine Design, I suspect this brand will find favour in the UK’s testing waters and throughout northern Europe.

Performance

28.0 knots (2 way average) sea conditions F2, crew 3, and fuel 50%.

0 to 20 knots: 15 seconds

Mercury fuel flow meter

Sweet spot cruising speed: 22 knots at 2900 rpm returning 1.7 NMPG.